Differential gearing



DIFFERENTIAL GEARING Filed March 17, 1921 2 sheets-sheet 1 March 1S A. T. NOGRADY DIFFERENTIAL GEARING Filed March 17 1921 2 sheets-sheet 2' lllll wf llllmlnlrlnnl l wnlumull` Patented z ar. 18, 1924 ANDOR T. NGBADY, F WYIANDOTTE, MICHIGAN, .ASSIlGlI'O-B.v TO NOGRADY-DIFFEREN- TIAL COMPANY, 0F WICHITA, KANSAS, A GORPORATION' 0F WEST VIRGINIA..

DIFFERENTIAL GEABING.

Application filed-March 17, 1921. Serial No. 458,050.A

To a-ZZ whom it may concern# Be it known that I, ANDoR T. NoGRAnY, a citizen of the United States, residing `at lVyandot-te, in the county of Wayne and State' of Michigan, have invented certain new and useful Improvements in Dinerential Gearin to be a full clear, and exact description of "the invention, such as will enable others skilled in the artv to which it appertains t0- make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which' form a part of this specification.

This invention relates to that class of differential gearing known in the nomenclature of the trade as locking differentials and it particularly has reference to a mechanism utilized for driving aligning separate parts or sections of a drivenv axle 0f a motor vehicle wherein the driving power may be applied through the axle members to the ground wheels and whereby variations in speed of the respective driven -wheels of the vehicle are permitted whenever the vehicle deviates from a straight course, the construction being such that when either wheel loses traction or partially loses traction, a

' 30. thrust .generated within the gearhousing effects an engagement of the differentiating parts so that they are driven as -a unit. In the event, however, that one` wheel is relatively retarded and the other is relatively.

advanced,l as in the case when differentiating, the eifective engagement of the parts is relievedsojthat differentialmovement is permitted. VVith such a construction when the tractionin either of the rear Wheelsvaries, the thrusts generated' 1nl the gearV housing are of suiicient force td set up a load that is transmitted to the housing as a rotary load vandfroi'n there communicated ...to the main axle shaft.

'] VThe invention .contemplates the provision of a ydifferential,gearing whichmay be constructed without increasing the number of parts in the conventional embodiment of'an ordinary diferential gearing, thereby enabling the cost of construction to' be confined within thelimits of cost of an ordinary vtype of differential gearing,y this being important since fthe advantages of the so-called flocking d iiierential gearing -are .well appreciated.

and I do declare the following housing member or be permitted to di'eren- 60;

'tiate therefrom, and to this end I have shown oil grooves 'arranged between the clutching faces of the thrust members and the housing or complementary members with which they co-operate, the ooves being so arranged and disposed that t e gear teeth will force -oil into the grooves on the faces of the clutch elements to cause effective lubrication and enhance the commercial life of the gear dle to the fact tlat thi life of the gearing is epen ent to a ar e e upon the rapidity at which the cgil ilirean be replaced during diiferential action.

The general embodiment of the invention approximates the 'construction shown in my Lnited States Patent No. 1,361,895, granted December 14, 1920, the essential di'erenoe being that the axle members in the present case are integral with the driven ears in contra-distinction to the separate ax e members shown in the patent. In the present form, the cost of manufacture may be reduced by forming'the driven gears and axle members-integral. f

.I have also rovided nnovel forms of gear teeth on'the driving and driven gears to prof vide rolling contacts when the axle members 'Y It is," ofcourse, important that system of 95 positive lubrication 'be provided between the faces of the opposing clutches .anoliiin`; efiV cient means is providedinthe' present appli- ,cation to take care ofthe lubrication between opposing clutch faces so that the durabllity /lO'O-; f .ofthel differential gearin v'be'materially enhanced.

yg as a whole will It is also an important feature of my inventin to provide the driven gears as well as the.. interposed `driving gears withv teeth 1054- so generated as tohave' relativcl high pressure angles so as to cause the riven gears to effect clutch engagement with the housing through the .thrusts generated by the high pressure anglel of the gear teeth. The

construction is such that when the vehicle is moving in a straight line the two axle members are driven in unison as a solid axle, but when the vehicle is differentiating one of the driven gears may have clutch engagement with the housing while the other gear connected to the over running-wheel through the axle will release from clutch engagement with the housing, permitting di'erential action, this action being enhanced by the fact that a film of oil may be introduced between the clutch aces'oic the driven gears and the housing to edect the release of the driven gear for the over running wheel, in fact the construction is such that the gears tend to maintain a film of oil between the driven gears and the housing but when the vehicle is moving Lin a straight line and the side gears are subjected to equal and opposite pressures the lm of oil is practically squeezed out from between the side gears and the housing so that the pinions, the gears, the housing, and the two axle members move as a solid structure but when the vehicle is deviating from a straight line the over running wheel will tend to impart an over running e'ectto its driven or side gear so that there will beno pull on the teeth of the side gear between the teeth of the pinions, thus the pumped film of oil may maintain .the side gear out of clutched engagement with the housing until the Vehicle is again moving in a straight line or until it is turned in a direction to cause the then over running wheel to become the retarding wheel and of course it is obvious that whenever the pinions are exerting driving forces on the side gears the side gears will tend to move into clutched engagement and itis important here to note that in di'erential gear construction, the side gears always tend to spread or move into engagement with the housing but in the standard di'erential gearing means is provided to prevent the side gears from binding on the housing and no means is provided for e'ecting release oi the side gears.' ln my invention li have taken advantage of the known fact that the side gears tend to s read apart and have so constructed the teet of the gears that they have a high pressure angle or low pitch which will increase the tendency of the side gears to spread apart when' the di'erential gearing is moving in a straight` line, this being desirable to prevent a slipping wheel from consumin all 4of the power, but my invention provides for the f release of the clutched side gears by relieving frictioiiwith a film of .oil which preferably can be introduced between the clutched faces N(of the side gear and the housing member bythe ac-t tion of the gears themselves which constitute a pump. 'llhe novel construction will; be

clearly apparent hereinafter by reference-to-` the description'. j

insana/e Fig. 3 is a diagrammatic view of a tooth development, and

Fig. i is a detail perspective view of a` clutch face or washer in which the lubricating grooves are provided. l f

` Referring now to the drawings by numerals or reference:

1 designates the master wheel which drives the housing, shown as consisting oit the complementary housing members 2 and '3. The complementary housing members 2 and 3 are fastened together by transverse bolts il, which also serve as fastening means for connecting the master gear 1 to the housing, as best seen in Figs. 1 and 2.

rlhe complementary housing members 2 and 3 carry spaced, semi-circular mating bearing portions 5 and 6, which, when brought together as shown in Figs. land 2, constitute bearings for the trunnions 7 of a spider 8. rlhe trunnions 7 constitute shafts on which are loosely mounted the driving gears or pinions 9, which operate substantially the same as the pinion gears of an ordinary diifferential except in so far as they are improved by the form of teeth to be described hereinafter. Wear washers 10 may bc provided for the pinions if desired.

At right angles to the pinions and mounted within the recessed portions 11 and 12 of the housing members 2 and 3 are the driven gear members 13 and 11iv in mesh with the pinions so that teeth on each driven gear will be at alltimes in mesh with teeth on the driving gears.

Formed integrally with the hubs of the driven gear members 11 and 12 are axle members 15 and 16, preferably internally splined as at 17 to constitute keys receivable within slots in the axle sections (not shown), it being understood that the axle is a split or sectional axle consisting ci aligning members, each of which is capable of having variable relative movement with respect to the other and the gear l,

the members, however, being normally.

rigid-withits complementa-ry Y ousing member. Fonconvenience, clutch faces rigidwith thehousing `amd consisting ot rings or washers,V one fswhich is 'have shown the c d illustrated' in detail ,in Fig. 4. .and desig- 22 eccentric to one another and eccentric, to the axis or center of the disk 20, which' carries them; The grooves are shown as communicating one with the other by the cross grooves 23 and 24, which are-within theperimeter of the disk 20. The grooves ,21 and 22 also communicate with one another at right angles to the grooves 23 and 24, as at 25 and 26, and they also communicate with radial grooves 27 and 28 which extend to the perimeter ofthe disk 20. The disks or washers 2O may be fastened to the faces o f the complementary housing memlbers 2 and 3 by pins 29 and 30 respectively.

It is understood, of course, that the grooves might be cut in the faces of the complementary members 2 and 3 or in the clutch faces 18 and 19 of the driven members 13 and 14.

The application of washers or removable wear plates, however, is the more practical method and it is, therefore, recommended.

The teeth on the driven gears, as well as the teeth onthe driving gears or pinions, are in the form of bevels, preferably generated in accordance VWith the diagram shown in Fig. 3, the teeth being substantially V- shaped in cross section and of such shape as to" provide rolling contacts between the teeth on the driving gears and the teeth on the driven gears, the advantage being that substantially continuous toothed contact and constant tooth pressure will be prov1ded because the co-operating teeth on the driving and driven vgears will always be in contact before the preceding contacting teeth have moved out of mesh. This rolling contact materially reduces, if not entirely eliminates, all liability of chatteringl when the` gearing is differentiating, which is possible if straight tooth gears were employed.

The pressure angles of the V-shaped teeth are preferably such as toproduce longitudinal thrusts vequivalent to the tangential pressure on the teeth.

The gears are' shown as provided with through openings or perforations 31, which are adapted to intermittently register with the grooves in theclutch faces, shown as the disks 20. As the driven gears rotate about their axes, the meshing teeth of the driving and driven gears will act as geared pumps to squeeze the lubricant through the openings 31 into the grooved portions ofthe disks 2 0 so that a lubricating system will be provided, insuring feeding of the 'lubricant into the grooves of the clutch faces. The lubricant may circulate around the grooves and intermlttently be forced out into the gear case through the grooves 27 and 28. It will, therefore,'be seen that sired result.

`parts are properly assembled and the -ve v`hicle is traveling" in a straight line and the gearing housing is rotated, the pinions are carried with it and impart equal rotative movement-to the gears 13 and 14 and through them, to the axle members so that the power factor is Vdivided between the two members of the split axle and each wheel receives a 'proportionate amount of the developed gear 1.

If the vehicle deviates from a straight line as, for example, in making a turn, the outside wheel may increase its speed, allowing the gear member 13 or 14, as the case may be, to rotate faster than its complementary gear member. A

Attention is called to the fact that it is not vthe purpose of the invention to pros vide a spiral gear type of gearing but rather power communicated to thel to introduce a novel tooth form to -insure counteracting pressure whereby the teeth can perform dual functions, thereby conining the structure to a minimum number of parts so as to reduce the cost of production.

The curvatures of the spiral teeth are relatively low on account of the high pressure angle employed b`ecause the higher, the curvature of the teeth, the greater the tendency to destroy the effec-t of the high pressure angle essential to accomplish the de lt will be apparent, of course, that suitable lubricating openings may beprovided wherever expedient. The gear housing consisting of the members 2 and 3 may be provided with slots 32, through which the lubricant mav 'enter from the gear case, (not shown). The lubricant will distribute it# self over the moving parts, the teeth of the intermeshing gears being particularly effective in forcing the lubricant through the'4 thrust faces is very slight so that in practice, the actual 'shifting of the gearsand pinions will be hardly perceptible, the movement being only necessary to effect a binding of the parts and when the gear is ditierentiating, the relatively close cleare ances may be provided without causing the necessary thrusts to ede-ct binding or' the parts;

Attention is also called to the ilact that the thrusts generated in the housing may be localized to usefully function to cause engagement between certain parts olf the mechanism to produce an effective so-called locking differential and since the degree or generated thrust can` be determined, it will be apparent that by varying the pitch of the teeth on the thrust elements, such as the gears and pinions, the degree or thrust that is to be generated within 'the housing may be controlled.

What l claim and desire to secure by lietFa ters-Patent is: v

i. ln a differential gearing, a driving member including a housing, pinion gears mounted in the housing, cooperating driven gears Within the housing and meshing with the pinion gears, the driven gears and the housing having sets oio co-operating clutch f' laces, there being lubricating ducts between the driven gears and the housing` :tor each set, and ports in the driven gears to communicate with said ducts whereby relative movement between the driving gears and driven gears will 'orceilubricating material through the ports and into the ducts to supply lubricant between the .co-operating clutch faces of each set, and axle-engaging vmeans carried by the respective driven gears. y

2. ln a diderential gearing, a driving vmember including a housing, driving gear members within the housing, driven gear members within the housing, and clutch faces comprising washers interposed between the driven gears and the housing and provided with lubricant-circulating grooves, the driven gears having ports counicating with the grooves and terminating ad-` jacent to the teeth whereby the intermeshing teeth or the driving gears and driven gears will force lubricant through the ports into the grooves to lubricate the clutch fac/es on the washers and the clutch laces on the driven gears.

3. A differential gearing comprising a driving member including a housing, driving gears in the housing, driven gear mem bers meshing with the driving gear member, clutch washers interposed between the through.

rigenera driven members and the driving member, said clutch-laced washers interconnecting circular grooves eccentric'one to the other and eccentric to the -cent/er or the washers, radial grooves connecting the grooves, and radial grooves-communicating with the circular grooves and extending to the perimeter or the washers, the driven gears having ports extending laterally grooves in the washers whereby relative movement between the driving gears and driven gears will be edective in Jiorcing lubricant through the. portsl in the driven gears .into the grooves in the washers.

Y l, ln a diiderential gearing, a driving member including a housing, pinion gears lmounted in the housing, cooperating driven gears within the housing meshing with the pinion gears, housing having sets or io-operating clutch laces, and means for providing lms or oil between the sets el (zo-operating clutch faces through the action or the gears.

5, ln a diiilerential gearing, member including a housing, pinion gears mounted in the housing, co-operating driven gears within. the housing meshing with the pinion gears, the teeth or the pinion gears and driven gears being generamd to have abnormally high pressure angles so that when the vehicle is moving in a straight line the driven gears will bev spread apart, the driven gears having clutch faces to engage the housing when the driven gears are spreading apart and means providing films of oil between the clutch faces oil the driven gears and the housing when the gearing is diiierentiating,

6., Adilierential gear, comprising a housit* ing, sets or gears co-operating within `the housing, one set ci gears having clutch lac/es co-operating with complementary clutch faces on the housing, the teeth of the sets or. the cooperating ars being generated i to have relative hi pressure angles to spread the set or gears having the clutch iaces to cause the clutch laces oi2 said gears to engage theV complementary clutch races on'the housing and means tending to maintain tllms. ot oil between the sets or cooperating clutch races through the action or the gears ln testimony whereof l a my signature. l NDR T. NGRABY.

circular r them to communicate with the the driven gears and the a driving 

